Regenerative electrical power system with state of charge management in view of predicted and-or scheduled stopover auxiliary power requirements

ABSTRACT

Systems and methods to control recapture and use of energy to provide an APU include a vehicle having an electrically powered drive axle to provide supplemental torque to the vehicle to supplement primary motive forces applied through a separate drivetrain powered by a fuel-fed engine of the vehicle. The vehicle further includes an energy store to supply the electrically powered drive axle with electrical power or receive energy recovered using the electrically powered drive axle. The vehicle also includes the APU coupled to receive electrical power from the energy store for stopover operation and without idling of the fuel-fed engine. Further, the vehicle includes a hybrid control system for managing, based on an estimated travel time to a stopover location, an SoC of the energy store while the vehicle travels over a roadway to provide a target SoC of the energy store when the vehicle arrives at the stopover location.

RELATED APPLICATIONS

The present application claims priority of U.S. Provisional ApplicationNo. 62/612,559, filed Dec. 31, 2017 and is related to U.S. applicationSer. No. 15/721,345, filed Sep. 29, 2017, entitled “VEHICLE ENERGYMANAGEMENT SYSTEM AND RELATED METHODS” and naming Thomas Joseph Healy,Wilson Sa and Morgan Culbertson as inventors. Each of the foregoingapplications is herein incorporated by reference.

BACKGROUND Field of the Invention

The invention relates generally to hybrid vehicle technology, and inparticular to systems and methods to intelligently control regenerationand reuse of captured energy in a through-the-road (TTR) hybridconfiguration.

Description of the Related Art

The U.S. trucking industry consumes about 51 billion gallons of fuel peryear, accounting for over 30% of overall industry operating costs. Inaddition, the trucking industry spends over $100 billion on fuelannually, and the average fuel economy of a tractor-trailer (e.g., an18-wheeler) is only about 6.5 miles per gallon. For trucking fleetsfaced with large fuel costs, techniques for reducing those costs wouldbe worth considering.

Hybrid technology has been in development for use in the truckingindustry for some time, and some hybrid trucks have entered the market.However, existing systems are generally focused on hybridizing thedrivetrain of a heavy truck or tractor unit, while any attached traileror dead axles remain a passive load. Thus, the extent to which the fuelefficiency of a trucking fleet may be improved using these technologiesmay be limited to the fuel efficiencies obtained from improvement of thehybrid drivetrain and the in-fleet adoption of such hybrid drivetraintechnologies. Given the large numbers of heavy trucks and tractor unitsalready in service and their useful service lifetimes (often 10-20years), the improved hybrid drivetrains that are candidates forintroduction in new vehicles would only address a small fraction ofexisting fleets.

Apart from fuel used to provide motive force to a heavy truck or tractorunit, fuel may also be used while idling the vehicle during a stopoverto provide power to operate accessory equipment such as heating and airconditioning systems for sleeper cabs or to power other types ofaccessory equipment. As an alternative to idling a vehicle, auxiliarypower units (APUs) have been introduced. For example, an APU for a heavytruck or tractor unit may include a diesel engine with its own coolingsystem, heating system, generator or alternator system with or withoutinverter, and air conditioning compressor, housed in an enclosure andmounted to one of the frame rails of the heavy truck or tractor unit.While diesel-powered APUs may consume less fuel, for example as comparedto fuel consumed by idling a heavy truck or tractor unit, diesel-poweredAPUs nevertheless consume fuel, require maintenance, and can be quitecostly.

Thus, improved techniques, increased adoption, and new functionalcapabilities are all desired.

SUMMARY

It has been discovered that a through-the-road (TTR) hybridizationstrategy can facilitate introduction of hybrid electric vehicletechnology in a significant portion of current and expected truckingfleets. In some cases, the technologies can be retrofitted onto anexisting vehicle (e.g., a truck, a tractor unit, a trailer, atractor-trailer configuration, at a tandem, etc.). In some cases, thetechnologies can be built into new vehicles. In some cases, one vehiclemay be built or retrofitted to operate in tandem with another andprovide the hybridization benefits contemplated herein. By supplementingmotive forces delivered through a primary drivetrain and fuel-fed enginewith supplemental torque delivered at one or more electrically-powereddrive axles, improvements in overall fuel efficiency and performance maybe delivered, typically without significant redesign of existingcomponents and systems that have been proven in the trucking industry.

In addition, embodiments disclosed provide for the recapture and use ofenergy not only to provide supplemental motive forces, but also toprovide an electric auxiliary power unit (APU) that may be used forpowering a host of devices and/or systems, both on a trailer or atractor unit towing the trailer, without having to idle a vehicle. Forexample, in various embodiments, the APU may be used to power a liftgate, a refrigeration unit, a heating ventilation and air conditioning(HVAC) system, pumps, lighting, appliances, entertainment devices,communications systems, or other electrically powered devices during astopover.

As such, embodiments of the present disclosure provide for the use ofpredicted or estimated stopover information to manage a battery state ofcharge (SOC) so as to provide sufficient power for APU operation atstopover. In some embodiments, stopover may be predicted based onlegally mandated rest and/or based on available stopover sites along apreplanned route schedule, driver preferences, history or other factors.In general, the system alters its ordinary SOC management strategy tocontrol the consumption and/or generation or regeneration of electricalpower and to top off batteries in anticipation of a predicted stopover.

In some embodiments of the present invention, a vehicle includes anelectrically powered drive axle configured to supply supplemental torqueto one or more wheels of the vehicle and to thereby supplement, whilethe vehicle travels over a roadway and in at least some modes ofoperation, primary motive forces applied through a separate drivetrainpowered by a fuel-fed engine of the vehicle. The vehicle furtherincludes an energy store configured to supply the electrically powereddrive axle with electrical power in a first mode of operation andfurther configured to receive energy recovered using the electricallypowered drive axle in a second mode of operation. In some examples, thevehicle also includes an auxiliary power unit (APU) on the vehicle, theauxiliary power unit coupled to receive electrical power from the energystore, where for stopover operation and without idling of the fuel-fedengine, the energy store powers the auxiliary power unit. The vehiclefurther includes a hybrid control system for controllably managing,based at least partly on an estimated travel time to a stopoverlocation, a state of charge (SoC) of the energy store while the vehicletravels over the roadway to provide a desired SoC of the energy storewhen the vehicle arrives at the stopover location.

In some embodiments, the hybrid control system maintains amachine-readable encoding of a dynamic weight value that specifies usageof the fuel-fed engine that powers the separate drivetrain, relative tousage of the energy store that powers the electrically powered driveaxle, and the hybrid control system controllably manages the SoC of theenergy store by controllably managing the dynamic weight value.

In some embodiments, the hybrid control system determines the dynamicweight value using the estimated travel time to the stopover location.

In some embodiments, as the estimated time to the stopover locationdecreases, the hybrid control system increases the dynamic weight value.

In some embodiments, the estimated travel time to the stopover locationincludes one of (i) a first estimated travel time to a mandatory restperiod, (ii) a second estimated travel time to a prior stopoverlocation, and (iii) a third estimated travel time to a designatedstopover location pre-assigned by a fleet manager or a vehicle operator.In various cases, the hybrid control system controllably manages the SoCof the energy store by controllably managing a dynamic weight value thatspecifies usage of the fuel-fed engine relative to usage of the energystore, and the hybrid control system determines the dynamic weight valueusing the estimated travel time to the stopover location.

In some embodiments, as the vehicle travels over the roadway, and basedon a vehicle operator continuous driving time and on a vehicle operatordriving time limit, the hybrid control system is used to computationallydetermine an estimated travel time to a mandatory rest period, and basedon the estimated travel time to the mandatory rest period, the hybridcontrol system is used to update the dynamic weight value.

In some embodiments, the hybrid control system includes amachine-readable encoding of a list of global positioning system (GPS)coordinates of a plurality of prior stopover locations. In some cases,the hybrid control system computationally determines, based on a currentGPS location of the vehicle and on the list of GPS coordinates of theplurality of prior stopover locations, an estimated travel time betweenthe current GPS location of the vehicle and each of the plurality ofprior stopover locations. In some embodiments, as the vehicle travelsover the roadway, and based on the estimated travel time to a closestone of the plurality of prior stopover locations, the hybrid controlsystem is used to update the dynamic weight value.

In some embodiments, the hybrid control system computationallydetermines, based on the current GPS location of the vehicle and on afiltered list of GPS coordinates of the plurality of prior stopoverlocations that includes prior stopover locations along a projected routeof the vehicle, an estimated travel time between the current GPSlocation of the vehicle and each of the stopover locations along theprojected route of the vehicle.

In some embodiments, the hybrid control system includes amachine-readable encoding of global positioning system (GPS) coordinatesof a designated stopover location pre-assigned by a fleet manager or avehicle operator. In some examples, the hybrid control systemcomputationally determines, based on a current GPS location of thevehicle and on the GPS coordinates of the designated stopover location,an estimated travel time between the current GPS location of the vehicleand the designated stopover location. In some embodiments, as thevehicle travels over the roadway, and based on the estimated travel timethe designated stopover location, the hybrid control system is used toupdate the dynamic weight value.

In some embodiments, the vehicle further includes a vehicle navigationsystem coupled to the hybrid control system, where the vehiclenavigation system provides the estimated travel time to the stopoverlocation based in part on real-time traffic data. In some examples, thehybrid control system controllably manages the SoC of the energy storeby controllably managing a dynamic weight value that specifies usage ofthe fuel-fed engine relative to usage of the energy store. In someembodiments, the hybrid control system updates the dynamic weight valuein accordance with changes in the estimated travel time resulting fromchanges in the real-time traffic data.

In some embodiments, the vehicle further includes a user deviceincluding an operator interface, where a vehicle operator manuallyinitiates, via the operator interface, an increase in the SoC of theenergy store by the hybrid control system.

In some embodiments, the user device includes an electronic loggingdevice (ELD).

In some embodiments, the hybrid control system computationallydetermines a target SoC of the energy store for operating the vehicle inan APU mode, computationally determines a difference between the targetSoC and a current SoC of the energy store, computationally determines atime to charge the energy store to the target SoC, and manages chargingof the energy store over the computationally determined time.

In some embodiments, the vehicle includes a towed vehicle, a towingvehicle, or a combination thereof.

In some embodiments of the present invention, a method for managing astate of charge (SoC) of an energy store of a vehicle includes storing amachine-readable encoding of a dynamic weight value that specifies usageof a fuel-fed engine relative to usage of the energy store. The fuel-fedengine powers a drivetrain that provides primary motive forces to thevehicle. The energy store is configured to supply electrical power to anelectrically powered drive axle that provides supplemental torque to oneor more wheels of the vehicle in a first mode of operation, and theenergy store is configured to receive energy recovered using theelectrically powered drive axle in a second mode of operation. In someembodiments, an estimated travel time to a stopover location iscomputationally determined based in part on a distance between a currentGPS location of the vehicle and the stopover location. In some examples,using the estimated travel time, the dynamic weight value is modified toprovide an updated dynamic weight value. In some embodiments, andresponsive to providing the updated dynamic weight value, the SoC of theenergy store is increased while the vehicle travels over a roadway toprovide a target SoC of the energy store when the vehicle arrives at thestopover location.

In some embodiments, the method further includes while at the stopoverlocation and without idling of the fuel-fed engine, operating anauxiliary power unit (APU) on the vehicle, the auxiliary power unitcoupled to receive electrical power from the energy store.

In some embodiments, the computationally determining the estimatedtravel time further includes computationally determining at least one of(i) a first estimated travel time to a mandatory rest period, (ii) asecond estimated travel time to a prior stopover location, and (iii) athird estimated travel time to a designated stopover locationpre-assigned by a fleet manager or a vehicle operator.

In some embodiments, the method further includes prior tocomputationally determining the estimated travel time to the stopoverlocation, determining that the stopover location is along a projectedroute of the vehicle.

In some embodiments, the method further includes computationallydetermining the target SoC of the energy store for operating the vehiclein an APU mode, computationally determining a difference between thetarget SoC and a current SoC of the energy store, computationallydetermining a time to charge the energy store to the target SoC, andmanaging charging of the energy store over the computationallydetermined time.

In some embodiments, the vehicle includes a towed vehicle, a towingvehicle, or a combination thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated by way of example and notlimitation with reference to the accompanying figures, in which likereferences generally indicate similar elements or features.

FIG. 1A depicts a bottom view of a hybrid suspension system, inaccordance with some embodiments;

FIG. 1B depicts a top view of the hybrid suspension system, inaccordance with some embodiments;

FIG. 1C depicts an exemplary tractor-trailer vehicle, including thehybrid suspension system, in accordance with some embodiments;

FIG. 2 is an exemplary functional block diagram illustrating control ofan on-trailer hybrid suspension system, in accordance with someembodiments;

FIG. 3A is an exemplary block diagram illustrating a stopover predictionalgorithm based on an estimated travel time to a mandatory rest period,in accordance with some embodiments;

FIG. 3B is an exemplary block diagram illustrating a stopover predictionalgorithm based on an estimated travel time to a prior stopoverlocation, in accordance with some embodiments;

FIG. 3C is an exemplary block diagram illustrating a stopover predictionalgorithm based on an estimated travel time to a designated stopoverlocation pre-assigned by a fleet manager or a vehicle operator, inaccordance with some embodiments;

FIG. 4A is an exemplary system for providing communication between atractor-trailer vehicle and a network server or remote server/database,according to some embodiments;

FIG. 4B is an exemplary tractor unit suitable for implementation withinthe system of FIG. 4A, in accordance with some embodiments; and

FIG. 4C is another exemplary system for providing communication betweena tractor-trailer vehicle and a network server or remoteserver/database, according to some embodiments.

Skilled artisans will appreciate that elements or features in thefigures are illustrated for simplicity and clarity and have notnecessarily been drawn to scale. For example, the dimensions orprominence of some of the illustrated elements or features may beexaggerated relative to other elements or features in an effort to helpto improve understanding of certain embodiments of the presentinvention(s).

DESCRIPTION

The present application describes a variety of embodiments, or examples,for implementing different features of the provided subject matter.Specific examples of components and arrangements are described below tosimplify the present disclosure. These are, of course, merely examplesand are not intended to be limiting. In addition, the present disclosuremay repeat reference numerals and/or letters in the various examples.This repetition is for the purpose of simplicity and clarity and doesnot in itself dictate a relationship between the various embodimentsand/or configurations discussed.

In particular, the present disclosure describes designs and techniquesfor providing an energy management system and related methods in thecontext of systems and components typical in the heavy truckingindustry. Some embodiments of the present invention(s) provide ahybridized suspension assembly (e.g., an electrically driven axle, powersource, controller, etc. that may be integrated with suspensioncomponents) affixed (or suitable for affixing) underneath a vehicle(e.g., a truck, tractor unit, trailer, tractor-trailer or tandemconfiguration, etc.) as a replacement to a passive suspension assembly.In various non-limiting example configurations, a hybridized suspensionassembly can be part of a trailer that may be towed by a poweredvehicle, such as a fuel-consuming tractor unit.

As described in more detail below, a hybridized suspension assembly isbut one realization in which an electrically driven axle operateslargely independently of the fuel-fed engine and primary drivetrain of apowered vehicle and is configured to operate in a power assist,regeneration, and passive modes to supplement motive/braking forces andtorques applied by the primary drivetrain and/or in braking. In general,one or more electrically driven axles may supplement motive/brakingforces and torques under control of a controller (or controllers) thatdoes not itself (or do not themselves) control the fuel-fed engine andprimary drivetrain. Instead, a control strategy implemented by anelectric drive controller seeks to follow and supplement the motiveinputs of the fuel-fed engine and primary drivetrain using operatingparameters that are observable (e.g., via CANbus or SAE J1939 typeinterfaces), kinematics that are sensed and/or states that may becomputationally estimated based on either or both of the foregoing. Insome embodiments, based on such observed, sensed or estimated parametersor states, the electric drive controller applies an equivalentconsumption minimization strategy (ECMS) or adaptive ECMS type controlstrategy to modulate the motive force or torque provided, at theelectrically driven axle(s), as a supplement to that independentlyapplied using the fuel-fed engine and primary drivetrain of the poweredvehicle.

By supplementing the fuel-fed engine and primary drivetrain of thepowered vehicle, some embodiments of the present invention(s) seek tosimultaneously optimize fuel consumption of the powered vehicle, energyconsumption of the hybrid suspension assembly, and/or state of charge(SOC) of on-board batteries or other energy stores. In some cases, suchas during stopovers, embodiments of the present disclosure allow thefuel-fed engine to shut down rather than idle. In some cases, energyconsumption management strategies may take into account a desired SOC atscheduled, mandated or predicted stopovers. Among other advantages,embodiments disclosed herein provide for a significant reduction in fuelconsumption (e.g., an average of about 30%), a built-in auxiliary powerunit (APU), enhanced stability control, improved trailer dynamics, and ahost of other benefits, at least some of which are described in moredetail below.

Reference is now made to FIGS. 1A-1C, where FIGS. 1A and 1B illustrate ahybrid suspension system 100, and FIG. 1C illustrates a tractor-trailervehicle including the hybrid suspension system 100. As used herein, theterm hybrid suspension system is meant to convey to a person of skill inthe art having benefit of the present disclosure, a range of embodimentsin which some or all components of a supplemental electrically drivenaxle, often (though not necessarily) including a controller, a powersource, brake line sensors, CANbus or SAE J1939 type interfaces, sensorpackages, off-vehicle radio frequency (RF) communications and/orgeopositioning interfaces, etc. are packaged or integratable withcomponents that mechanically interface one or more axles and wheels tothe frame or structure of a vehicle and which typically operate (orinterface with additional components) to absorb or dampen mechanicalperturbations and maintain tire contact with a roadway during travelthereover. In some though not all embodiments, a hybrid suspensionsystem can take on the form or character of an assembly commonlyreferred to in the U.S. trucking industry as a slider box. In somethough not all embodiments, a hybrid suspension system may be or becomemore integral with a vehicle frame and need not have the modular orfore/aft adjustability commonly associated with slider boxes.

Likewise, the “hybrid” or hybridizing character of a hybrid suspensionsystem, such as hybrid suspension system 100, will be understood bypersons of skill in the art having benefit of the present disclosure inthe context of its role in hybridizing the sources of motive force ortorque available in an over-the-road vehicle configuration that includesit. Accordingly, a hybrid suspension system including anelectrically-driven axle and controller for coordinating itssupplementation of motive force or torques need not, and typically doesnot itself include, the additional drive axles driven by the fuel fedengine to which it contributes a hybrid or hybridizing source of motiveforce or torque. Thus, the tractor-trailer configuration (160)illustrated in FIG. 1C is exemplary and will be understood to include ahybrid suspension system, notwithstanding the ability of the trailer(170) to be decoupled from tractor units (e.g., tractor unit 165) thatprovide the fuel fed engine and primary drivetrain to which it acts as asupplement. Correspondingly, a vehicle such as a heavy truck having asingle frame or operable as or with tandem trailers (not specificallyshown in FIG. 1C) will be understood to be amenable to inclusion of oneor more hybrid suspension systems.

In view of the foregoing, and without limitation, hybrid suspensionsystem-type embodiments are now described with respect to specificexamples.

Hybrid Suspension System

As described in more detail below, the hybrid suspension system 100 mayinclude a frame 110, a suspension, one or more drive axles (e.g., suchas a drive axle 120), at least one electric motor-generator (e.g., suchas an electric-motor generator 130) coupled to the at least one or moredrive axles, an energy storage system (e.g., such as a battery array140), and a controller (e.g., such as a control system 150). Inaccordance with at least some embodiments, the hybrid suspension system100 is configured for attachment beneath a trailer. As used herein, theterm “trailer” is used to refer to an unpowered vehicle towed by apowered vehicle. In some cases, the trailer may include a semi-trailercoupled to and towed by a truck or tractor (e.g., a powered towingvehicle). By way of example, FIG. 1C illustrates a tractor-trailervehicle 160 that includes a tractor 165 coupled to and operable to tow atrailer 170. In particular, and in accordance with embodiments of thepresent disclosure, the hybrid suspension system 100 is coupledunderneath the trailer 170, as a replacement to a passive suspensionassembly, as discussed in more detail below. For purposes of thisdiscussion, the tractor 165 may be referred to generally as a “poweredtowing vehicle” or simply as a “powered vehicle”.

To be sure, embodiments of the present disclosure may equally be appliedto other types of trailers (e.g., utility trailer, boat trailer, traveltrailer, livestock trailer, bicycle trailer, motorcycle trailer, agooseneck trailer, flat trailer, tank trailer, farm trailer, or othertype of unpowered trailer) towed by other types of powered towingvehicles (e.g., pickup trucks, automobiles, motorcycles, bicycles,buses, or other type of powered vehicle), without departing from thescope of this disclosure. Likewise, although components are introducedand described in the context of an exemplary suspension assembly for atrailer, persons of skill in the art having benefit of the presentdisclosure will appreciate adaptations of configurations and componentsintroduced in the exemplary trailer context to supplemental electricallydriven axle applications such as affixed (or suitable for affixing)underneath a vehicle (e.g., a truck, tractor unit, trailer,tractor-trailer or tandem configuration, etc.).

Vehicles may utilize a variety of technologies and fuel types such asdiesel, gasoline, propane, biodiesel, ethanol (E85), compressed naturalgas (CNG), hydrogen internal combustion engine (ICE), homogeneous chargecompression ignition (HCCI) engine, hydrogen fuel cell, hybrid electric,plug-in hybrid, battery electric, and/or other type of fuel/technology.Regardless of the type of technology and/or fuel type, the poweredtowing vehicle (or more generally the fuel-fed engine of a poweredvehicle) may have a particular fuel efficiency. As described below, andamong other advantages, embodiments of the present disclosure providefor improved fuel efficiency of the powered vehicle, as described inmore detail herein. More generally, and in accordance with variousembodiments, the hybrid suspension system 100 described herein isconfigured (or may be adapted) for use with any type of trailer orpowered vehicle.

In some embodiments, the hybrid suspension system 100 includes one ormore on-board sensors. As used herein, the term “on-board sensors” maybe used to describe sensors that are coupled to or part of the hybridsuspension system 100, sensors that are coupled to or part of a trailerto which the hybrid suspension system 100 is attached, as well as remotesensors that may communicate (e.g., by way of cellular, wireless, RF,satellite, or other such communication) data to a receiver ortransceiver that is coupled to or part of the hybrid suspension system100 or the trailer. In some embodiments, the described sensors may becoupled to or part of a tractor (e.g., the tractor 165) to which thetrailer is coupled. In various embodiments, the sensors may include oneor more of a brake pressure sensor, an altitude and heading referencesystem, one or more smart sensors which may include a global positioningsystem as well as other smart sensors and/or telematics systems, atrailer weight sensor which may include an air bag pressure sensor(e.g., provided in a suspension assembly of the towed vehicle) or othertype of weight sensor, a speed sensor, a gyroscope, an accelerometer, amagnetometer, a lateral acceleration sensor, a torque sensor, aninclinometer, and/or other suitable sensor.

In addition, the hybrid suspension system 100 is configured to operatelargely independently of the fuel-fed engine and primary drivetrain of apowered vehicle and, in some cases, autonomously from the engine anddrivetrain controls of the powered vehicle. As used herein, “autonomous”operation of the hybrid suspension system 100 is terminology used todescribe an ability of the hybrid suspension system 100 to operatewithout commands or signals from the powered towing vehicle, toindependently gain information about itself and the environment, and tomake decisions and/or perform various functions based on one or morealgorithms stored in the controller. “Autonomous” operation does notpreclude observation or estimation of certain parameters or states of apowered vehicle's fuel-fed engine or primary drivetrain; however, insome embodiments of the present invention(s), electrically driven axlesare not directly controlled by an engine control module (ECM) of thepowered vehicle and, even where ECMS or adaptive ECMS-type controlstrategies are employed, no single controller manages control inputs toboth the supplemental electrically driven axle(s) and the primaryfuel-fed engine and drivetrain.

A trailer, as typically an unpowered vehicle, includes one or morepassive axles. By way of example, embodiments of the present disclosureprovide for replacement of the one or more passive trailer axles withone or more powered axles. For example, in at least some embodiments,the hybrid suspension system 100 may replace a passive tandem axle witha powered tandem axle, as shown in the example of FIG. 1C. In accordancewith some embodiments the present invention(s), the hybrid suspensionsystem 100 can be configured to provide, in a first mode of operation, amotive rotational force (e.g., by an electric motor-generator coupled toa drive axle) to propel the hybrid suspension system 100, and thus thetrailer under which is attached, thereby providing an assistive motiveforce to the powered towing vehicle. Thus, in some examples, the firstmode of operation may be referred to as a “power assist mode.”Additionally, in some embodiments, the hybrid suspension system 100 isconfigured to provide, in a second mode of operation, a regenerativebraking force (e.g., by the electric motor-generator coupled to thedrive axle) that charges an energy storage system (e.g., the batteryarray). Thus, in some examples, the second mode of operation may bereferred to as a “regeneration mode.” In some examples, the hybridsuspension system 100 is further configured to provide, in a third modeof operation, neither motive rotational nor regenerative braking forcesuch that the trailer and the attached hybrid suspension system 100 aresolely propelled by the powered towing vehicle to which the trailer iscoupled. Thus, in some examples, the third mode of operation may bereferred to as a “passive mode.”

In providing powered axle(s) to the trailer (e.g., by the hybridsuspension system 100), embodiments of the present disclosure result ina significant reduction in both fuel consumption and any associatedvehicle emissions, and thus a concurrent improvement in fuel efficiency,of the powered towing vehicle. In addition, various embodiments mayprovide for improved vehicle acceleration, vehicle stability, and energyrecapture (e.g., via regenerative braking) that may be used for avariety of different purposes. For example, embodiments disclosed hereinmay use the recaptured energy to apply the motive rotational force usingthe electric motor-generator and/or to provide an auxiliary power unit(APU) that may be used for powering a lift gate, a refrigeration unit, aheating ventilation and air conditioning (HVAC) system, pumps, lighting,communications systems, or other accessory devices (e.g., during astopover). It is noted that the above advantages and applications aremerely exemplary, and additional advantages and applications will becomeapparent to those skilled in the art upon review of this disclosure.

Referring again to FIG. 1A, illustrated therein is a bottom view of anexemplary hybrid suspension system 100 which shows the frame 110, thedrive axle 120, a passive axle 125, and wheels/tires 135 coupled to endsof each of the drive axle 120 and the passive axle 125. In someembodiments, the electric motor-generator 130 is coupled to the driveaxle 120 by way of a differential 115, thereby allowing the electricmotor generator 130 to provide the motive rotational force in the firstmode of operation, and to charge the energy storage system (e.g., thebattery array) by regenerative braking in the second mode of operation.Note that in some embodiments, components such as the electric motorgenerator, gearing and any differential may be more or less integrallydefined, e.g., within a single assembly or as a collection ofmechanically coupled components, to provide an electrically-driven axle.While shown as having one drive axle and one passive axle, in someembodiments, the hybrid suspension system 100 may have any number ofaxles, two or more drive axles, as well as multiple electric-motorgenerators on each drive axle. In addition, axles of the hybridsuspension system (e.g., the drive axle 120 and the passive axle 125)may be coupled to the frame 110 by a leaf spring suspension, an airsuspension, a fixed suspension, a sliding suspension, or otherappropriate suspension. In some embodiments, the wheels/tires 135coupled to ends of one or both of the drive axle 120 and the passiveaxle 125 may be further coupled to a steering system (e.g., such as amanual or power steering system), thereby providing for steering of thehybrid suspension system 100 in a desired direction.

With reference to FIG. 1B, illustrated therein is a top view of thehybrid suspension system 100 showing the battery array 140 and thecontrol system 150. In various embodiments, the battery array 140 andthe control system 150 may be coupled to each other by an electricalcoupling 145. In addition, the electric motor-generator 130 may becoupled to the control system 150 and to the battery array 140, therebyproviding for energy transfer between the battery array 140 and theelectric motor-generator 130. In various examples, the battery array 140may include one or more of an energy dense battery and a power densebattery. For example, in some embodiments, the battery array 140 mayinclude one or more of a nickel metal hydride (NiMH) battery, a lithiumion (Li-ion) battery, a lithium titanium oxide (LTO) battery, a nickelmanganese cobalt (NMC) battery, a supercapacitor, a lead-acid battery,or other type of energy dense and/or power dense battery.

For purposes of this discussion, the hybrid suspension system 100, thecoupled trailer, and the powered vehicle may be collectively referred toas “a hybrid trailer vehicle system (HTVS)”. Thus, in some embodiments,the tractor-trailer vehicle 160 of FIG. 1C may be referred to as anHVTS.

Control Methods, Generally

With reference now to FIG. 2, illustrated therein is an exemplaryfunctional block diagram 200 for controlling the hybrid suspensionsystem 100, described above. In particular, the block diagram 200illustrates exemplary relationship, in at least some embodiments, amongvarious components of an HVTS, such as the tractor-trailer vehicle 160of FIG. 1C. FIG. 2. For example, FIG. 2 illustrates the autonomousnature of the hybrid suspension system 100, where the hybrid suspensionsystem 100 is able to operate without direct commands or signals fromthe powered towing vehicle (e.g., such as the tractor 165), toindependently gain information about itself, the trailer 170, and theenvironment (e.g., by way of the trailer sensing system), and to makedecisions and/or perform various functions based on one or morealgorithms stored in the control system 150.

The autonomous nature of the hybrid suspension system 100 is furtherexemplified, in at least some embodiments, by the functional blockdiagram 200 including two separate control loops, a hybrid suspensionsystem control loop 210 and a powered towing vehicle control loop 220.In the powered vehicle control loop 220, a driver 222 may apply athrottle 224 or a brake 226, which is then applied to the poweredvehicle (e.g., such as the tractor 165). In various embodiments, aresponse of the powered vehicle to the applied throttle 224/brake 226(e.g., acceleration/deceleration of the powered vehicle) may be providedas feedback to the driver 222, which the driver 222 may then furtherrespond to by applying additional throttle 224 or brake 226, or neitherthrottle 224/brake 226. In some examples, the powered vehicle may alsoprovide feedback (e.g., to the driver 222) via throttle 224/brake 226inputs.

Independent from the powered vehicle control loop 220, the hybridsuspension control system 150 may receive trailer data from a trailersensor system 202, which may include any of the one or more sensorsdiscussed above. In some cases, the trailer sensor system 202 mayinclude the on-board sensors discussed above. In some embodiments, thecontrol system 150 may compute a total estimated torque andcomputationally estimate a torque applied by the powered vehicle 165(e.g., which may include estimating throttle and/or braking). In someembodiments, based on the total estimated torque and the computationallyestimated torque of the powered vehicle, a specified trailer torque maybe computed and applied to the one or more trailer axles 120, by way ofthe electric motor-generator 130. In various examples, the driven one ormore trailer axles 120 may provide feedback to the control system 150,for further computation and application of torque. In some cases, theone or more driven trailer axles 120 may also provide feedback to theelectric motor-generator 130. In at least some embodiments, the hybridsuspension system 100 may sense one or more pneumatic brake lines fromthe powered vehicle.

Control Methods, Examples and Further Discussion

The hybrid suspension system 100 may be used, for example together withaspects of the control methods described above, to operate in a varietyof different modes (e.g., power assist, regeneration, and passive modes)and thus perform a variety of different functions. In various examples,the hybrid suspension system 100 may be used to provide a power boost(e.g., to the HVTS) during acceleration and/or when going up an inclineby operating in the power assist mode, thereby depleting energy from theenergy storage system. In addition, the hybrid suspension system 100 mayreplenish that energy by operating in the regeneration mode (e.g., usingregenerative braking) when decelerating and/or when going down adecline. As discussed above, operation in one of the various modes maybe determined according to a variety of inputs and/or data (e.g., fromsensors, calculated values, etc.) such as discussed above. In variousexamples, the hybrid suspension system 100 and associated methods mayprovide, among other benefits, optimal application of power (e.g., asdiscussed in the example below), increased fuel mileage, decreased fuelemissions, and superior load stabilization. Of particular note,embodiments of the hybrid suspension system 100 described herein areconfigured to operate generally independently of the powered vehicle towhich the trailer may be attached. Thus, any type of powered vehicle mayhook up and tow a trailer, including the hybrid suspension system 100attached thereunder, and the hybrid suspension system 100 willautomatically adapt to the powered vehicle's behavior.

With respect to optimal application of power as discussed above, thereare scenarios in which battery power could be used most effectively at agiven time, for example, knowing that battery power may be (i)regenerated in the near future (e.g., based on an upcoming downhillroadway grade) or (ii) needed in the near future (e.g., based on anupcoming uphill roadway grade). Such information (e.g., regarding theupcoming roadway) may be gathered from GPS data, inclinometer data,and/or other sensor data as described above. In some embodiments, thehybrid suspension system 100 may alternatively and/or additionallyperiodically query a network server, or other remote sever/database, toprovide an upcoming roadway grade.

For purposes of illustration, consider an example where an HTVS istraveling along substantially flat terrain, while the battery array 140of the hybrid suspension system 100 is at about a 70% state of charge(SOC). Consider also that there is an extended downhill portion ofroadway coming up that would provide for regeneration of about 40% SOCof the battery array 140 (e.g., while operating the hybrid suspensionsystem 100 in the regeneration mode). Absent knowledge of the upcomingextended downhill portion of the roadway, some embodiments may operatein the passive mode on the substantially flat terrain, while beginningto regenerate the battery array 140 once the HTVS reaches the extendeddownhill portion of roadway. In such cases, about 30% SOC may beregenerated before the battery array 140 is fully charged. Thus, thesystem may not be able to regenerate further, and about 10% SOC thatcould have been captured may be lost.

In some embodiments, the predictive road ability discussed hereinprovides knowledge of the upcoming extended downhill portion of roadway.As such, the hybrid suspension system 100 may autonomously engage thepower assist mode while traveling along the substantially flat terrain,such that about 10% SOC of the battery array 140 is used prior toreaching the extended downhill portion of roadway, thereby improvingfuel efficiency of the HTVS (e.g., while on the substantially flatterrain), while still regenerating about 30% SOC while traveling alongthe extended downhill portion. Such system operation, including thepredictive road ability, advantageously provides for both improved fuelefficiency of the HTVS efficient use of the battery array 140 (e.g., asit may be undesirable to have the battery array nearly full or nearlyempty when there is an opportunity to regenerate or provide powerassistance).

In another example, consider a case where the battery array 140 is atabout 10% SOC and the HTVS is traveling along substantially flatterrain. Consider also that an extended uphill portion of roadway iscoming up that would optimally be able to use about 20% SOC of thebattery array 140 (e.g., while operating the hybrid suspension system100 in the power assist mode). Once again, absent knowledge of theupcoming extended uphill portion of the roadway, some embodiments mayoperate in the passive mode on the substantially flat terrain, whilebeginning to use energy (e.g., operating in the power assist mode) oncethe HTVS reaches the extended uphill portion of the roadway. Thus, insuch an example, the battery array 140 may expend its 10% SOC before thehybrid suspension system 100 may not be able to assist further. Statedanother way, about 10% SOC that could have been effectively used by theHTVS while traveling along the extended uphill portion of the roadway isnot available.

As discussed above, the predictive road ability provides knowledge ofthe upcoming extended downhill portion of roadway. As such, the hybridsuspension system 100 may autonomously engage the regeneration modewhile traveling along the substantially flat terrain, such that about10% SOC of battery array 140 is regenerated, for a total of about 20%SOC, prior to reaching the extended uphill portion of the roadway. Whilethis may result in a temporary decrease in fuel efficiency, theefficiency gains afforded by operating the hybrid suspension system 100in the power assist mode for the duration of the extended uphill portionof the roadway (e.g., and optimally using the 20% SOC of the batteryarray 140) outweigh any potential efficiency reductions that may occurby regenerating on the substantially flat terrain.

In addition to using the various sensors, data, networking capabilities,etc. to determine whether the HTVS is traveling along substantially flatterrain, uphill, or downhill, embodiments of the present disclosure maybe used to determine whether the HTVS is hitting a bump or pothole,turning a corner, and/or accelerating. By accounting for dynamics of thevehicle and measuring angles and accelerations (e.g., in 3-dimensionalspace), embodiments of the present disclosure may provide formeasurement of: (i) acceleration, deceleration, and angle of inclinationof the vehicle (e.g., by taking readings lengthwise), (ii) side-to-side(e.g., turning force) motion and banking of a roadway (e.g., by takingreadings widthwise), (iii) smoothness of the roadway, pot holes, and/orwheels riding on a shoulder (side) of the road (e.g., by taking readingsvertically). Utilizing such information, embodiments of the presentdisclosure may be used to brake wheels individually, for example, whilestill supplying power (e.g., by the power assist mode) to other wheels,thereby increasing vehicle stability. In addition, and in someembodiments, by monitoring the acceleration, axle speed and incline ofthe roadway over time and by applying an incremental amount of torqueand measuring the response in real time, the controller mayback-calculate a mass of the trailer load. In some embodiments, a weightsensor may also be used, as described above. In either case, suchinformation may be used by the system for application of a proper amountof torque to assist in acceleration of the HTVS without over-pushing thepowered vehicle.

In some examples, the system may further be used to monitor one or morepneumatic brake lines, such that embodiments of the present disclosureprovide a ‘fail safe’ mode where the hybrid suspension system 100 willnot accelerate (e.g., operate in a power assist mode) while a driver(e.g. of the powered vehicle) is actuating a brake system. In variousembodiments, by monitoring feedback pressure of each wheel's brakelines, as well as their respective wheel speeds, the present system candetermine how each brake for a particular wheel is performing. Thus, invarious examples, embodiments of the present disclosure may provide forbraking and/or powering of different wheels independently from oneanother for increased vehicle stability. In some cases, this may bereferred to as “torque vectoring”. By way of example, such torquevectoring embodiments may be particularly useful when there aredifferences in roadway surfaces upon which each of a plurality of wheelsof the HTVS is traveling (e.g., when roadway conditions areinconsistent, slippery, rough, etc.).

Embodiments disclosed herein may further be employed to recapture energyvia regenerative braking, as described above. In some examples, theapplication of the brakes, and/or various combinations of deceleration,axle speed, vehicle weight and incline/decline readings may dictate, atleast in part, an ability and amount of regeneration possible by thehybrid suspension system 100. In various embodiments, regenerativebraking may persist until the energy storage system is fully charged,until a predetermined minimum level of stored energy has been achieved,or until the powered trailer axle has reached a minimum thresholdrotational speed. Additionally, for example in some extreme conditions,different amounts of braking may be applied to each wheel in order toreduce a potential of jack-knifing or other dangerous conditions duringoperation of the HTVS. As a whole, regenerative braking may be used tolighten a load on a mechanical braking system (e.g., on the poweredvehicle and/or on the trailer), thereby virtually eliminating a need fora loud compression release engine brake system (e.g., Jake brakesystem). In some cases, by applying both regenerative braking andfriction braking, the HTVS may be able to brake much faster and haveshorter stopping distances. In addition, and in various embodiments, thepresent system may be deployed with two pneumatic brake lines (e.g.,which may including existing brake lines), while an entirety of thecontrols (e.g., including sensor input processing, mode of operationcontrol, aspects of the various methods described above, and otherdecision-making controls) may reside entirely within the hybridsuspension system 100 itself (e.g., and in many respects, within thecontrol system 150). To be sure, in some examples, the controls mayequally or alternatively reside in other components of the systems 400,450, discussed below with reference to FIGS. 4A, 4B, and 4C, such aswithin AHED units, user devices 420, remote server 402, GIS server 416,or combinations thereof.

Energy Capture and Management, Further Discussion

With respect to energy recapture, the above discussion is primarilydirected to charging the energy storage system (e.g., the battery array)by regenerative braking; however, other methods of energy recapture arepossible and within the scope of this disclosure. For example, in someembodiments, a hydraulic system (e.g., used to capture energy via airpressure or fluid pressure), flywheels, solar panels, alternator power,or a combination thereof may be used for energy recapture. Additionally,in some cases, the HVTS 160 may include shocks (e.g., as part of asuspension of the powered vehicle and/or of the hybrid suspension system100), which may include regenerative shock absorbers, that may be usedto capture electrical energy via the motion and/or vibration of theshocks. In some embodiments, energy captured by one or more of the abovemethods may be used to charge the energy storage system.

Further, embodiments disclosed herein may use the recaptured energy notonly to apply the motive rotational force using the electricmotor-generator, but also to provide an electric auxiliary power unit(APU) that may be used for powering a host of devices and/or systems,both on the trailer and on the powered vehicle. For example, in variousembodiments, the APU may be used to power a lift gate, a refrigerationunit, a heating ventilation and air conditioning (HVAC) system, pumps,lighting, appliances, entertainment devices, communications systems, orother electrically powered devices during a stopover. Regardless ofwhere the power is being provided, embodiments disclosed herein providefor energy storage and management to be on-trailer.

When configured to provide an APU, the HVTS 160 may include an APUinterface to provide power from the energy storage system (e.g., thebattery array) to the powered vehicle to power one or more devicesand/or systems on the powered vehicle. In some embodiments, the APUinterface may include an SAE J2891 interface. In various examples, theAPU interface may physically couple to an electrical interface on thepowered vehicle so that power from the energy storage system may betransferred to the powered vehicle. In some embodiments, an inverter,such as the inverter described above, may be coupled between the energystorage system and the APU interface to supply AC power to the poweredvehicle. In some cases, a step-down DC-DC power supply may be coupledbetween the energy storage system and the APU interface to supply DCpower to the powered vehicle. In some embodiments, an electrical cablemay be used to transfer electrical power from the energy storage system(which may be on the towed or towing vehicle) to the powered vehicle andfor bi-directionally conveying data between the powered vehicle and atleast a hybrid control system (which may be on the towed or towingvehicle).

In at least some embodiments, a control interface is provided in thepowered towing vehicle. By way of example, the control interface may becoupled to the hybrid control system. In various embodiments, thecontrol interface may provide an in-towing-vehicle (e.g., within a cabof the powered vehicle) display of state of charge for the energystorage system, a switch or control of a switch to enable and disablesupply of electrical power to the powered towing vehicle, and/or modecontrol for selectively controlling an operating mode of the hybridcontrol system. In some embodiments, and in at least one selectable modeof the hybrid control system, energy recovered using the drive axle in aregenerative braking mode (or energy recovered using one of the othermethods described above) is used to bring the energy storage system to asubstantially full state of charge. Further, in some embodiments, and inat least another selectable mode of the hybrid control system, state ofcharge of the energy storage system is managed to a dynamically varyinglevel based at least in part on uphill and downhill grades along acurrent or predicted route of travel of the HVTS 160. In at least someembodiments, the control interface may be integrated with the HVACsystem on the powered towing vehicle, the HVAC system powered from theenergy storage system at least during some extended periods of timeduring which an engine of the towing vehicle is off (e.g., when the HVTS160 is stopped at a rest area, weigh station, pick-up location, drop-offlocation, or other location).

In addition, embodiments of the present disclosure may provide for theuse of predicted or estimated stopover information to manage a batterystate of charge (SOC) so as to provide sufficient power for APUoperation at a stopover. In some embodiments, stopover may be predictedbased on legally mandated rest and/or based on available stopover sitesalong a preplanned route schedule, driver preferences, history or otherfactors. In general, the system alters its ordinary SOC managementstrategy to control the consumption and/or generation or regeneration ofelectrical power and to top off batteries in anticipation of a predictedstopover.

In general, by knowing when the APU will be needed (e.g., based on anestimated travel time to a stopover), embodiments of the presentdisclosure provide for effectively managing the battery SOC (e.g., usingthe hybrid control system) by balancing use of a fuel-fed engine (e.g.,of the powered vehicle) versus use of the battery (e.g., the energystore) that powers one or more electrically powered drive axles. In someembodiments, a dynamic weight value (e.g., within an ECMS algorithm, andreferred to in FIGS. 3A, 3B, and 3C as “SOC Lambda”) is used to specifyusage of the fuel-fed engine relative to usage of the energy store. Bydynamically altering the dynamic weight value, and thus by dynamicallyaltering usage of the fuel-fed engine relative to usage of the energystore, a state of charge (SOC) of the battery may be gradually increasedas the vehicle approaches a stopover or ‘APU needed’ location. Ingeneral, the higher the SOC of the battery, the lower the dynamic weightvalue, and more battery energy usage may be acceptable. Similarly, thelower the SOC of the battery, the higher the dynamic weight value, andbattery energy usage may be restricted. In various examples, the dynamicweight value is used to target desirable SOC ranges in which to operate.

By way of example, the estimated travel time to a stopover (e.g., whenthe APU will be needed) may be determined by a variety of methods. Forinstance, as shown in FIG. 3A and in some embodiments, the estimatedtravel time to a stopover may include an estimated time to a mandatoryrest period. In some embodiments, an estimated time to a mandatory rest(ETMR) period (block 308) may be determined by a combination of how longa driver has been on the road (block 304) and how long the driver islegally allowed to be on the road (block 306). For example, due tospecific trucking laws, drivers have mandatory rests periods after agiven amount of driving time. As one example, consider that a driver hasbeen driving a truck for 7 hours (e.g., in an embodiment of block 304)and the maximum number of driving hours allowed is 8 hours (e.g., in anembodiment of block 306), thereby resulting in an ETMR of one hour(e.g., in an embodiment of block 308). At block 310, a scaling factormay be determined based on the ETMR (block 308), where the scalingfactor can be used to change the dynamic weight value (increase thedynamic weight value, in the present example). As such, also at block310, an existing dynamic weight value (received from block 302) isincreased to a new dynamic weight value (at block 312) using thedetermined scaling factor. Continuing with the illustrative example, andin response to increasing the dynamic weight value based on the ETMR,the SOC of the battery may be gradually increased to a target SOC suchthat the battery SOC is sufficient to provide power for APU operation ata stopover (e.g., at the mandatory rest period). In some cases, a 90-92%SOC may be sufficient to provide at least 8 hours of APU operation.

In some embodiments, and with reference to FIG. 3B, the estimated traveltime to a stopover may include an estimated travel time to a priorstopover location. For example, if a driver has used the APU at aparticular stopover location before (e.g., a driver who drives the sameroute), then the driver is more likely to use the APU again at theparticular stopover location. Thus, the SOC of the battery may begradually increased to a target SOC (e.g., by altering the dynamicweight value) such that the battery SOC is sufficient to provide powerfor APU operation when the driver reaches the particular stopoverlocation. In general, embodiments of the present disclosure may recordand learn where and for how long a driver stops and utilizes the APU.

By way of example, based on a list of GPS coordinates of prior stopoverlocations (block 320) and a current GPS location (block 322), a distancebetween the current location and each of the prior stopover locationsmay be determined (block 324). Various embodiments also provide a“look-ahead” function that determines stopover locations on a driver'sprojected route, while filtering out stopover locations that are notalong the projected route (block 326). In general, the look-aheadfunctionality described herein may be implemented as software whichprovides GPS locations of upcoming stopover locations along roadsegments that are within a driver's projected route. Thus, thislook-ahead functionality may be used as a filter to confirm if apreviously visited stopover location is on a driver's projected route.At block 330 and based a vehicle speed (328) and distances (block 324),an ETA to the closest prior stopover location, on the driver's projectedroute (block 326), may be determined. In some cases, driver behaviors(e.g., driving patterns), real-time traffic data, weather information,road conditions, and/or other such factors may also be used todynamically determine the ETA. At block 334, a scaling factor may bedetermined based on the ETA (block 330), where the scaling factor isused to change the dynamic weight value. As such, also at block 334, anexisting dynamic weight value (received from block 332) is changed(e.g., increased) to a new dynamic weight value (at block 336) using thedetermined scaling factor. In response to changing the dynamic weightvalue based on the ETA, the SOC of the battery may be graduallyincreased to a target SOC such that the battery SOC is sufficient toprovide power for APU operation when the driver reaches the priorstopover location.

In some embodiments, and with reference to FIG. 3C, the estimated traveltime to a stopover may include an estimated travel time to a designatedstopover location pre-assigned by a fleet manager or a vehicle operator.For example, by taking advantage of the communication between driversand fleet managers, a fleet manager may submit GPS coordinates for aplanned or estimated stopover location for APU usage. Thus, the SOC ofthe battery may be gradually increased to a target SOC (e.g., byaltering the dynamic weight value) such that the battery SOC issufficient to provide power for APU operation when the driver reachesthe planned or estimated stopover location.

For instance, based GPS coordinates for a designated stopover locationset by the fleet manager (block 340), an ETA to the designated stopoverlocation may be determined at block 346 based on a current GPS location(block 342) and a vehicle speed (block 344). In some cases, driverbehaviors (e.g., driving patterns), real-time traffic data, weatherinformation, road conditions, and/or other such factors may also be usedto dynamically determine the ETA. At block 350, a scaling factor may bedetermined based on the ETA (block 346), where the scaling factor isused to change the dynamic weight value. Thus, also at block 350, anexisting dynamic weight value (received from block 348) is changed(e.g., increased) to a new dynamic weight value (at block 352) using thedetermined scaling factor. In response to changing the dynamic weightvalue based on the ETA, the SOC of the battery may be graduallyincreased to a target SOC such that the battery SOC is sufficient toprovide power for APU operation when the driver reaches the stopoverlocation designated by the fleet manager.

In some embodiments, the system disclosed herein may include an “APUPrep” mode, which for example may be manually engaged by a driver via auser device within a cab of the towing vehicle. However, whether or notthe driver engages the APU Prep mode, embodiments of the presentdisclosure provide for proactively and dynamically altering the dynamicweight value, and thus dynamically altering usage of the fuel-fed enginerelative to usage of the energy store, such that the SOC of the batterymay be gradually increased as the vehicle approaches a stopover or ‘APUneeded’ location.

Exemplary Network Design

As discussed above, the hybrid suspension system 100 may in some casesquery a network-connected server, database, or other network-connectedservice platform, for information regarding an upcoming roadway grade.The hybrid suspension system 100, and more generally any of a pluralityof tractor-trailer vehicles 160, may be configured to communicate withthe network server or other remote server/database to provide thevarious functionality disclosed herein, or other features and/orfunctionality.

For example, and with reference to FIG. 4A, an exemplary system 400 forproviding communication between a tractor-trailer vehicle and anetwork-connected service platform is shown. In some embodiments, one ormore tractor-trailer vehicles 160 are configured to communicate with aremote server 402 by way of a network 404, using one or more networkcommunication devices.

The network 404 may be implemented as a single network or a combinationof multiple networks. For example, in various embodiments, the network404 may include the Internet and/or one or more intranets, landlinenetworks, wireless networks, cellular networks, satellite networks,point-to-point communication links, and/or other appropriate types ofnetworks. In some examples, the one or more tractor-trailer vehicles 160and the remote server 402 may communicate through the network 404 viacellular communication, by way of one or more user-side networkcommunication devices or server-side network communication devices.Thus, as merely one example, connections 406 between the one or moretractor-trailer vehicles 160 and the network 404 may include a 3Gcellular connection, a universal mobile telecommunications system (UMTS)connection, a high-speed packet access (HSPA) connection, a 4G/LTEconnection, a combination thereof, or other appropriate connection nowexisting or hereafter developed. Further, in an example, a connection408 between the network 404 and the remote server 402 may include anInternet trunk connection. The Internet truck connection may be used tosimultaneously provide network access to a plurality of clients, forexample, such as the one or more tractor-trailer vehicles 160.

In other examples, the one or more tractor-trailer vehicles 160 and theremote server 402 may communicate through the network 404 via wirelesscommunication (e.g., via a WiFi network), by way of one or moreuser-side network communication devices or server-side networkcommunication devices. In yet other examples, the one or moretractor-trailer vehicles 160 and the remote server 402 may communicatethrough the network 404 via any of a plurality of other radio and/ortelecommunications protocols, by way of one or more user-side networkcommunication devices or server-side network communication devices.While some examples of communication between the one or moretractor-trailer vehicles 160 and the remote server 402 have beenprovided, those skilled in the art in possession of the presentdisclosure will recognize other network configurations, components,and/or protocols that may be used, while remaining within the scope ofthe present disclosure.

Referring now to FIG. 4B, an exemplary tractor unit 465 suitable forimplementation within the system 400 is provided. In some embodiments,the tractor unit 465 may be substantially similar to the tractor unit165 described above. As shown, the tractor unit 465 may include anautonomous hybrid electric drive (AHED) unit including a management andcontrol mobile controller (MCOMCTLR) 470 and a hybrid auxiliary devicecontroller (HADCTLR) 475. In some cases, one or more features of, orfunctions provided by, the AHED unit may be included within or providedby the control system 150, described above. Stated another way, and insome embodiments, the control system 150 may be used to implement thevarious functions of the AHED unit described herein. In addition, theAHED unit described herein may serve to implement the hybrid controlsystem, described above. In some embodiments, the AHED unit may providevarious operating modes such as a hybrid (autonomous) operating mode,the APU Prep mode (discussed above), an APU mode (e.g., where the AHEDunit operates as an APU), a manual control mode (including sub-modessuch as neutral, drive, regen, sleep, update), and an anti-theft mode(e.g., that may disable one or more functions of the tractor-trailervehicle 160). Generally, in various cases, the AHED unit may beconfigured for communication with the remote server 402 by way of thenetwork 404. In some examples, the AHED unit may be used to transmitcomponent/asset and telematics data to the remote server 402. Whileshown as attached to portions of the tractor unit 465, in some cases,the AHED unit or components thereof (e.g., one or both of the MCOMCTLR470 and the HADCTLR 475) may alternatively be attached to portions of atrailer (e.g., the trailer 170) towed by the tractor unit.

The MCOMCTLR 470 more specifically may function as a management,algorithmic, and communications module for the AHED unit. For example,the MCOMCTLR 470 may be used to connect to the remote server 402 via thenetwork 404, and to the HADCTLR 475 via a CAN V2.0 connection. Invarious embodiments, the MCOMCTLR 470 has cellular, GPS, data protocol,algorithmic, statistical and system management responsibilities. Forinstance, the MCOMCTLR 470 manages messaging, events, and reporting tothe remote server 402, performs the Autonomous/Hybrid Control algorithm(e.g., including the examples described above), provides error detectionand recovery, monitors the HADCTLR 475, gathers and reports GPSinformation (e.g., to the remote server 402), manages over the airupdates, and provides a single management interface to the remove server402.

The HADCTLR 475, in some cases, includes an embedded controller disposedwithin a grounded, low-voltage (GLV) enclosure. The HADCTLR 475 may beused to control system relays, component initialization sequences, andSAE J1939 message capture and forwarding. A select set of SAE J1939messages may be forwarded to the MCOMCTLR 470 for algorithmic andstatistical processing via the internal CAN bus. By way of example, theHADCTLR 475 manages device activation via relays driven by CAN messages(e.g., devices such as an AC Motor controller, a battery managementsystem, a DC/DC Inverter, an altitude and heading reference system(AHRS), temperature sensors, or other such devices), maintains and sendsstate information to the MCOMCTLR 470, and captures J1939 bus CANmessages (e.g., from the tractor unit 465) and forwards the select setof J1939 messages to the MCOMCTLR 470, as noted.

With reference to FIG. 4C, illustrated therein is an exemplary system450 for providing communication between a tractor-trailer vehicle and anetwork server or remote server/database. Various aspects of the system450 are substantially the same as the system 400, discussed above. Thus,for clarity of discussion, some features may only be briefly discussed.FIG. 4C, in particular, provides a more detailed view of the remoteserver 402. As shown, the remove server 402 may include a middlewarecomponent 410, a database 412, and a web server 414. In variousexamples, each of the middleware 410, the database 412, and the webserver 414 may be implemented using separate machines (e.g.,computers/servers), or may be collocated on a single machine. Themiddleware 410 may be configured to receive and process data (e.g., fromthe AHED unit) and store the data in the database 412. The database 412may be used to store any such data received from AHED units of any of anumber of tractor-trailer vehicles 160, as well as to storecustomer/user account information, and store asset tracking information(e.g., for tracking the tractor-trailer vehicles 160). In some examples,the database 412 is implemented using a PostgreSQL object-relationaldatabase management system, enabling multi-node clustering. The webserver 414 can be used to store, process, and deliver web pages (e.g.,that provide a user-interface) to any of a plurality of users operatinguser devices 420. In some embodiments, the user devices 420 may includeany type of computing device such as a laptop, a desktop, a mobiledevice, or other appropriate computing device operated by any type ofuser (e.g., individual, driver, fleet manager, or other type of user).In some examples, connections 418 between the user devices 420 and thenetwork 404 may include a 3G cellular connection, a universal mobiletelecommunications system (UMTS) connection, a high-speed packet access(HSPA) connection, a 4G/LTE connection, an RF connection, a Wi-Ficonnection, a Bluetooth connection, another wireless communicationinterface, combinations thereof, or other appropriate connection nowexisting or hereafter developed. In some embodiments, the remote server402 may further couple to a geographic information system (GIS) server416, which provides maps for the GPS locations associated with datareceived from the AHED unit. In one example, a single instance of themiddleware 410, the database 412, the web server 414, and the GIS server416 may support up to 10,000 AHED units, and thus up to 10,000tractor-trailer vehicles 160. Thus, instances of one or more of thesecomponents may be scaled up as needed in order to meet variousperformance and/or economic goals.

In addition to the various features described above, the systems 400,450 may be configured to provide real-time location and mapping oftractor-trailer vehicles 160 (including a tractor unit or trailer), anability to assign tags to any particular tractor unit or trailer (e.g.,to provide a trailer type, trailer number, group/region/fleetinformation, owner information, or contact information), an ability toprovide on-demand and/or schedulable reports, among other features. Byway of example, such reports may include a percentage time a trailer isloaded vs. empty, moving vs. stationary, and/or attached vs. standalone.Exemplary reports may further provide an approximate trailer weight,fuel savings information, shock/vibration information, brakinginformation, adverse swaying (e.g., jack-knifing) information, losttraction/wheel-slip information, battery levels, and/or APU usageinformation. The systems 400, 450 also provide for the configuration ofalerts (e.g., to alert a driver, fleet manager, or other user) for avariety of conditions such as aggressive braking, excessive shock,excessive idling, APU power low, overheating, unit damage, and/orbattery or device failure. In some embodiments, the systems 400, 450 mayfurther include an ability to set and/or otherwise define ‘OperationHours’ for a given trailer and/or tractor unit, and alerts may be setfor operation activity occurring outside the defined ‘Operation Hours’.In some cases, the systems 400, 450 may also monitor driver behaviors(e.g., driving patterns), real-time traffic data, weather information,road conditions, and/or other such factors that may be used to determinea desired stopover location, an optimal navigation route to the stopoverlocation, and/or an estimated time of arrival (ETA) at the stopoverlocation. For example, in some embodiments, one or more of the abovefeatures may be implemented in part using a vehicle navigation system(e.g., such as a GPS navigation system) on the tractor-trailer vehicles160, where the navigation system incorporates the traffic data, weatherinformation, road conditions, etc. to determine the route and ETA to thestopover location. While some examples of various features provided bythe systems 400, 450 have been provided, those skilled in the art inpossession of the present disclosure will recognize other features thatmay be implemented, while remaining within the scope of the presentdisclosure.

Where applicable, various embodiments provided by the present disclosuremay be implemented using hardware, software, or combinations of hardwareand software. Also, where applicable, the various hardware componentsand/or software components set forth herein may be combined intocomposite components comprising software, hardware, and/or both withoutdeparting from the scope of the present disclosure. Where applicable,the various hardware components and/or software components set forthherein may be separated into sub-components comprising software,hardware, or both without departing from the scope of the presentdisclosure. In addition, where applicable, it is contemplated thatsoftware components may be implemented as hardware components andvice-versa.

Software, in accordance with the present disclosure, such as programcode and/or data, may be stored on one or more computer readablemediums. It is also contemplated that software identified herein may beimplemented using one or more general purpose or specific purposecomputers and/or computer systems, networked and/or otherwise. Whereapplicable, the ordering of various steps described herein may bechanged, combined into composite steps, and/or separated into sub-stepsto provide features described herein.

What is claimed is:
 1. A vehicle comprising: an electrically powereddrive axle configured to supply supplemental torque to one or morewheels of the vehicle and to thereby supplement, while the vehicletravels over a roadway and in at least some modes of operation, primarymotive forces applied through a separate drivetrain powered by afuel-fed engine of the vehicle; an energy store on the vehicle, theenergy store configured to supply the electrically powered drive axlewith electrical power in a first mode of operation and furtherconfigured to receive energy recovered using the electrically powereddrive axle in a second mode of operation; an auxiliary power unit (APU)on the vehicle, the auxiliary power unit coupled to receive electricalpower from the energy store, wherein for stopover operation and withoutidling of the fuel-fed engine, the energy store powers the auxiliarypower unit; and a hybrid control system for controllably managing, basedat least partly on an estimated travel time to a stopover location, astate of charge (SoC) of the energy store while the vehicle travels overthe roadway to provide a desired SoC of the energy store when thevehicle arrives at the stopover location, wherein the hybrid controlsystem maintains a machine-readable encoding of a dynamic weight valuethat specifies usage of the fuel-fed engine that powers the separatedrivetrain, relative to usage of the energy store that powers theelectrically powered drive axle; and the hybrid control systemcontrollably manages the SoC of the energy store by controllablymanaging the dynamic weight value.
 2. The vehicle of claim 1, whereinthe hybrid control system determines the dynamic weight value using theestimated travel time to the stopover location.
 3. The vehicle of claim1, wherein as the estimated time to the stopover location decreases, thehybrid control system increases the dynamic weight value.
 4. The vehicleof claim 1, wherein the vehicle includes a towed vehicle, a towingvehicle, or a combination thereof.
 5. The vehicle of claim 1, furthercomprising: a user device including an operator interface; wherein avehicle operator manually initiates, via the operator interface, anincrease in the SoC of the energy store by the hybrid control system. 6.The vehicle of claim 5, wherein the user device includes an electroniclogging device (ELD).
 7. A vehicle comprising: an electrically powereddrive axle configured to supply supplemental torque to one or morewheels of the vehicle and to thereby supplement, while the vehicletravels over a roadway and in at least some modes of operation, primarymotive forces applied through a separate drivetrain powered by afuel-fed engine of the vehicle; an energy store on the vehicle, theenergy store configured to supply the electrically powered drive axlewith electrical power in a first mode of operation and furtherconfigured to receive energy recovered using the electrically powereddrive axle in a second mode of operation; an auxiliary power unit (APU)on the vehicle, the auxiliary power unit coupled to receive electricalpower from the energy store, wherein for stopover operation and withoutidling of the fuel-fed engine, the energy store powers the auxiliarypower unit; and a hybrid control system for controllably managing, basedat least partly on an estimated travel time to a stopover location, astate of charge (SoC) of the energy store while the vehicle travels overthe roadway to provide a desired SoC of the energy store when thevehicle arrives at the stopover location, wherein the estimated traveltime to the stopover location includes one of (i) a first estimatedtravel time to a mandatory rest period, (ii) a second estimated traveltime to a prior stopover location, and (iii) a third estimated traveltime to a designated stopover location pre-assigned by a fleet manageror a vehicle operator; wherein the hybrid control system controllablemanages the SoC of the energy store by controllably managing a dynamicweight value that specifies usage of the fuel-fed engine relative tousage of the energy store; and wherein the hybrid control systemdetermines the dynamic weight value using the estimated travel time tothe stopover location.
 8. The vehicle of claim 7, wherein as the vehicletravels over the roadway, and based on a vehicle operator continuousdriving time and on a vehicle operator driving time limit, using thehybrid control system to computationally determine an estimated traveltime to a mandatory rest period, and based on the estimated travel timeto the mandatory rest period, using the hybrid control system to updatethe dynamic weight value.
 9. The vehicle of claim 7, wherein the hybridcontrol system includes a machine-readable encoding of a list of globalpositioning system (GPS) coordinates of a plurality of prior stopoverlocations, wherein the hybrid control system computationally determines,based on a current GPS location of the vehicle and on the list of GPScoordinates of the plurality of prior stopover locations, an estimatedtravel time between the current GPS location of the vehicle and eachplurality of prior stopover locations, and wherein as the vehicletravels over the roadway, and based on the estimated travel time to aclosest one of the plurality of prior stopover locations, using thehybrid control system to update the dynamic weight value.
 10. Thevehicle of claim 9, wherein the hybrid control system computationallydetermines, based on the current GPS location of the vehicle and on afiltered list of GPS coordinates of the plurality of prior stopoverlocations that includes prior stopover locations along a projected routeof the vehicle, an estimated travel time between the current GPSlocation of the vehicle and each of the stopover locations along theprojected route of the vehicle.
 11. The vehicle of claim 7, wherein thehybrid control system includes a machine-readable encoding of globalpositioning system (GPS) coordinates of a designated stopover locationpre-assigned by a fleet manager or a vehicle operator, wherein thehybrid control system computationally determines, based on a current GPSlocation of the vehicle and on the GPS coordinates of the designatedstopover location, an estimated travel time between the current GPSlocation of the vehicle and the designated stopover location, andwherein as the vehicle travels over the roadway, and based on theestimated travel time the designated stopover location, using the hybridcontrol system to update the dynamic weight value.
 12. The vehicle ofclaim 7, wherein the vehicle includes a towed vehicle, a towing vehicle,or a combination thereof.
 13. The vehicle of claim 7, furthercomprising: a user device including an operator interface; wherein avehicle operator manually initiates, via the operator interface, anincrease in the SoC of the energy store by the hybrid control system.14. The vehicle of claim 13, wherein the user device includes anelectronic logging device (ELD).
 15. A vehicle comprising: anelectrically powered drive axle configured to supply supplemental torqueto one or more wheels of the vehicle and to thereby supplement, whilethe vehicle travels over a roadway and in at least some modes ofoperation, primary motive forces applied through a separate drivetrainpowered by a fuel-fed engine of the vehicle; an energy store on thevehicle, the energy store configured to supply the electrically powereddrive axle with electrical power in a first mode of operation andfurther configured to receive energy recovered using the electricallypowered drive axle in a second mode of operation; an auxiliary powerunit (APU) on the vehicle, the auxiliary power unit coupled to receiveelectrical power from the energy store, wherein for stopover operationand without idling of the fuel-fed engine, the energy store powers theauxiliary power unit; a hybrid control system for controllably managing,based at least partly on an estimated travel time to a stopoverlocation, a state of charge (SoC) of the energy store while the vehicletravels over the roadway to provide a desired SoC of the energy storewhen the vehicle arrives at the stopover location; and a vehiclenavigation system coupled to the hybrid control system, wherein thevehicle navigation system provides the estimated travel time to thestopover location based in part on real-time traffic data; wherein thehybrid control system controllably manages the SoC of the energy storeby controllably managing a dynamic weight value that specifies usage ofthe fuel-fed engine relative to usage of the energy store; and whereinthe hybrid control system updates the dynamic weight value in accordancewith changes in the estimated travel time resulting from changes in thereal-time traffic data.
 16. The vehicle of claim 15, further comprising:a user device including an operator interface; wherein a vehicleoperator manually initiates, via the operator interface, an increase inthe SoC of the energy store by the hybrid control system.
 17. Thevehicle of claim 16, wherein the user device includes an electroniclogging device (ELD).
 18. The vehicle of claim 16, wherein the hybridcontrol system computationally determines a target SoC of the energystore for operating the vehicle in an APU, computationally determines adifference between the target SoC and a current SoC of the energy store,computationally determines a time to charge the energy store to thetarget SoC, and manages charging of the energy store over thecomputationally determined time.
 19. The vehicle of claim 15, whereinthe vehicle includes a towed vehicle, a towing vehicle, or a combinationthereof.